Impact protection apparatus

ABSTRACT

An impact protection apparatus is provided, comprising a gas container configured to hold a compressed gas and an inflatable member configured to be inflated by the gas and function as an airbag of a movable object, such as an aerial vehicle. A valve controls flow of gas from the container to the inflatable member in response to a signal from a valve controller. The valve and valve controller are powered by an independent power source than one or more other systems of the movable object. A safety mechanism may also be provided that, unless deactivated, prevents inflation of the inflatable member.

CROSS-REFERENCE

This application is a continuation application of InternationalApplication No. PCT/CN2014/072653, filed on Feb. 27, 2014, the contentof which is hereby incorporated by reference in its entirety.

BACKGROUND

Aerial vehicles such as unmanned aerial vehicles can be used forperforming conveyance, delivery, surveillance, reconnaissance, andexploration tasks for military and civilian applications. Such vehiclestypically include a propulsion system for remote controlled and/orautonomous movement with the surrounding environment. For example, anaerial vehicle may be propelled through the air via a propulsion system,and may be capable of take-off and landing, flight, and hovering.

When an aerial vehicle malfunctions in mid-air it will fall. This cancause damage to the aerial vehicle, as well as any payloads orpassengers.

SUMMARY OF THE INVENTION

A need exists for improved systems, methods, and devices for protectingmovable objects such as aerial vehicles. The present invention providessystems, methods, and devices for airbags that may assist withprotecting an aerial vehicle, such as an unmanned aerial vehicle, if theaerial vehicle were to fall during flight. In some embodiments, thesystems, methods, and devices described herein provide an airbag thatcan be inflated using compressed gas. An aerial vehicle controlmechanism can control a gas valve that controls whether gas will flowinto the airbag, causing it to inflate. The control mechanism may bepowered by a power supply that is independent of a power source poweringother portions of the aerial vehicle.

An aspect of the invention is directed to an impact protection apparatusfor an aerial vehicle, the apparatus comprising: an inflatable memberconfigured to be coupled to the aerial vehicle and inflatable to reduceforces experienced by the aerial vehicle during an impact; a containercoupled to the inflatable member, said container comprising compressedgas; and a control mechanism powered by a power source separate fromthat providing power to the aerial vehicle, wherein the controlmechanism is configured to cause the compressed gas to flow from thecontainer into the inflatable member in response to a signal indicativeof malfunction of the aerial vehicle.

In some embodiments, the compressed gas is carbon dioxide. The volume ofthe container may be less than or equal to 0.001 m³. In some instances,pressure of the compressed gas when in the container is greater than orequal to 0.2×10⁶ Pa.

The power source of the control mechanism may comprise a battery.

In some embodiments, the control mechanism comprises a valve configuredto control flow of the compressed gas into the inflatable member.Optionally, the control mechanism comprises an accelerometer configuredto detect an acceleration of the aerial vehicle that falls outside apredetermined range and is indicative of the malfunction. Theaccelerometer may be configured to detect an acceleration of the aerialvehicle indicative of the aerial vehicle being in free fall. The controlmechanism may comprise a motion sensor configured to detect a loss ofstability of the aerial vehicle that is indicative of the malfunction.The motion sensor may be an inertial measurement unit. The controlmechanism may be configured to respond to a loss of power of the aerialvehicle that is indicative of the malfunction.

The signal that is indicative of malfunction of a member may be selectedfrom the group consisting of one or more propulsion units of the aerialvehicle, a flight control system of the aerial vehicle, and a powersource providing power to the aerial vehicle. The signal may begenerated from the aerial vehicle. Alternatively, the signal may begenerated from an external device in communication with the aerialvehicle.

An aerial vehicle may be provided in accordance with another aspect ofthe invention. The vehicle may comprise: a vehicle body; the impactprotection apparatus of claim 1 coupled to the vehicle body; and one ormore propulsion units coupled to the vehicle body and configured topropel the vehicle body.

The aerial vehicle may be an unmanned aerial vehicle. The unmannedaerial vehicle may be a rotorcraft.

The control mechanism of the aerial vehicle may comprise a valveconfigured to control flow of the compressed gas into the inflatablemember. The control mechanism may comprise an accelerometer configuredto detect an acceleration of the aerial vehicle that falls outside apredetermined range and is indicative of the malfunction. The controlmechanism may be powered by a power source separate from that providingpower to the one or more propulsion units of the aerial vehicle. Thecontrol mechanism can be powered by a power source separate from thatproviding power to a flight control system of the aerial vehicle.

Additional aspects of the invention may be directed to a method forprotecting an aerial vehicle from an impact, the method comprising:providing an inflatable member coupled to the aerial vehicle; causing,in response to a signal indicative of malfunction of the aerial vehicleand by means of a control mechanism powered independently from theaerial vehicle, a compressed gas to flow into the inflatable member; andeffecting inflation of the inflatable member by the flow of thecompressed gas to reduce forces experienced by the aerial vehicle duringthe impact.

The compressed gas may be carbon dioxide.

In some embodiments, the control mechanism may comprise a valveconfigured to control flow of the compressed gas into the inflatablemember. The method may include powering the control mechanism by a powersource separate from that providing power to the one or more propulsionunits of the aerial vehicle. In some implementations, the methodincludes powering the control mechanism by a power source separate fromthat providing power to a flight control system of the aerial vehicle.The control mechanism may comprise an accelerometer configured to detectan acceleration of the aerial vehicle that falls outside a predeterminedrange and is indicative of the malfunction. The method may furthercomprise detecting, with aid of the accelerometer, an acceleration ofthe aerial vehicle indicative of the aerial vehicle being in free fall.The method may also include detecting, using a motion sensor from aninertial measurement unit, a loss of stability of the aerial vehiclethat is indicative of the malfunction. The method can includeresponding, with aid of the control mechanism, to a loss of power of theaerial vehicle that is indicative of the malfunction.

The aerial vehicle may be an unmanned aerial vehicle. The unmannedaerial vehicle can be a rotorcraft in accordance with someimplementations.

Furthermore, aspects of the invention may be directed to an impactprotection apparatus for an unmanned aerial vehicle. The apparatus maycomprise: an inflatable member configured to be coupled to the unmannedaerial vehicle, wherein said inflatable member is inflatable to reduceforces experienced by the unmanned aerial vehicle during an impact; acontainer coupled to the inflatable member, said containing comprisingcompressed gas; a control mechanism is configured to cause thecompressed gas to flow from the container into the inflatable member, inresponse to a signal indicative of malfunction of said unmanned aerialvehicle; and a safety mechanism that, unless deactivated, preventsinflation of the inflatable member.

In some instances, the compressed gas is carbon dioxide. The volume ofthe container can be less than or equal to 0.001 m³. A pressure of thecompressed gas when in the container may be greater than or equal to0.2×10⁶ Pa.

In some embodiments, the control mechanism comprises a valve configuredto control flow of the compressed gas into the inflatable member. Thesignal may be indicative of malfunction of a member selected from thegroup consisting of one or more propulsion units of the aerial vehicle,a flight control system of the aerial vehicle, and a power sourceproviding power to the aerial vehicle. The signal may be generated fromthe aerial vehicle. In other instances, the signal can be generated froman external device in communication with the aerial vehicle.

The safety mechanism may comprise a pin and deactivation of the safetymechanism may comprise removal of the pin. The pin may be configured tobe removed by a user prior to operation of the unmanned aerial vehicle.The safety mechanism can be deactivated by a safety signal indicatingthat the unmanned aerial vehicle is in operation. The safety signal maybe provided by a flight control system of the unmanned aerial vehicle.

An unmanned aerial vehicle may be provided in accordance with anotheraspect of the invention. The vehicle may comprise: a vehicle body; theimpact protection apparatus of claim 33 coupled to the vehicle body; andone or more propulsion units coupled to the vehicle body and configuredto propel the vehicle body.

Optionally, the unmanned aerial vehicle can be a rotorcraft.

Also, aspects of the invention may be directed to a method forprotecting an unmanned aerial vehicle from an impact, the methodcomprising: providing an inflatable member coupled to the unmannedaerial vehicle; deactivating a safety mechanism preventing inflation ofthe inflatable member; causing, in response to a signal indicative of amalfunction of the aerial vehicle, a compressed gas to flow from saidcontainer into the inflatable member; and effecting inflation of theinflatable member by the flow of the compressed gas to reduce forcesexperienced by the unmanned aerial vehicle during the impact.

In some embodiments, the compressed gas is carbon dioxide. Thecompressed gas may be caused to flow using a valve. The method mayinclude powering the valve by a power source separate from thatproviding power to the one or more propulsion units of the aerialvehicle. The method may also include powering the valve by a powersource separate from that providing power to a flight control system ofthe aerial vehicle.

The unmanned aerial vehicle may be a rotorcraft.

In some implementations, the safety mechanism comprises a pin anddeactivation of the safety mechanism comprises removal of the pin. Themethod can also include removing the pin by a user prior to operation ofthe unmanned aerial vehicle. The safety mechanism may be deactivated bya safety signal indicating that the unmanned aerial vehicle is inoperation. The method can further comprise receiving the safety signalfrom a flight control system of the unmanned aerial vehicle.

It shall be understood that different aspects of the invention can beappreciated individually, collectively, or in combination with eachother. Various aspects of the invention described herein may be appliedto any of the particular applications set forth below or for any othertypes of movable objects. Any description herein of an aerial vehiclemay apply to and be used for any movable object, such as any vehicle.Additionally, the systems, devices, and methods disclosed herein in thecontext of aerial motion (e.g., flight) may also be applied in thecontext of other types of motion, such as movement on the ground or onwater, underwater motion, or motion in space. Furthermore, anydescription herein of an airbag assembly may apply to and be used forany situation where an impact may occur.

Other objects and features of the present invention will become apparentby a review of the specification, claims, and appended figures.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in thisspecification are herein incorporated by reference to the same extent asif each individual publication, patent, or patent application wasspecifically and individually indicated to be incorporated by reference.

BRIEF DESCRIPTION

The novel features of the invention are set forth with particularity inthe appended claims. A better understanding of the features andadvantages of the present invention will be obtained by reference to thefollowing detailed description that sets forth illustrative embodiments,in which the principles of the invention are utilized, and theaccompanying drawings of which:

FIG. 1 shows an example of an impact protection apparatus for an aerialvehicle in accordance with an embodiment of the invention;

FIG. 2 shows another example of an impact protection apparatus for anaerial vehicle in accordance with an embodiment of the invention;

FIG. 3 shows an example of an impact protection apparatus utilizing asafety mechanism in accordance with an embodiment of the invention;

FIG. 4 shows an example of an unmanned aerial vehicle (UAV) withdeployed airbags;

FIG. 5 shows another example of an unmanned aerial vehicle (UAV) withdeployed airbags;

FIG. 6 illustrates an unmanned aerial vehicle (UAV), in accordance withembodiments of the present invention;

FIG. 7 illustrates a movable object including a carrier and a payload,in accordance with embodiments; and

FIG. 8 is a schematic illustration by way of block diagram of a systemfor controlling a movable object, in accordance with embodiments.

DETAILED DESCRIPTION

The system, devices, and method of the present invention provideimproved impact reduction mechanisms for movable objects, such as anaerial vehicle (e.g., an unmanned aerial vehicle (UAV)). In someembodiments, one or more airbags may be provided that may be inflatableto reduce forces on an aerial vehicle during impact. The airbags may beinflated using a compressed gas. Advantageously, inflating airbags usingcompressed gas is a more cost-effective method than using airbags thatinflate using a chemical reaction. The airbag may reduce the forces ofimpact that may be experienced by the movable object, such as the aerialvehicle.

The aerial vehicle may have one or more compressed gas container mountedthereon. A gas valve may be provided that may control whether thecompressed gas flows from the container into the airbag. The gas valvemay be controlled using a valve controller. The valve and/or controllermay be powered by a power source independent of the rest of the aerialvehicle. This may advantageously permit an airbag to deploy even if therest of the aerial vehicle has lost power. This may be particularlyuseful, as an aircraft losing power may be a situation in which animpact is likely to occur.

The valve controller may include one or more sensors or receive datafrom one or more other sensors or controllers. The valve controller mayuse this data to determine whether to send a trigger signal to the valveto open the gas flow from the container to the airbag. The sensors maybe indicative of conditions such as free fall, unusual acceleration,unusual velocity, unusual orientation proximate surfaces or objects,overheating, power loss, guidance/navigation or communication failure,flight control failure, instructions from an external device such as aremote terminal, or any other conditions. Such conditions may beindicative of a malfunction, in which case it may be desirable to deployan airbag.

In some embodiments, a safety mechanism may be provided. The safetymechanism may be in place so that the airbag is prevented from deployingunless the safety mechanism is deactivated. This may advantageouslyprevent the airbag from deploying prematurely. For example, this mayprevent an airbag from deploying and potentially injuring a user when auser is carrying a UAV. The safety mechanism may be deactivated manuallyby a user, or may be deactivated automatically when the aerial vehicletakes flight. In one example, the safety mechanism may be a pin thatprevents the deployment of the airbag unless the pin is pulled out.

Various configurations of airbags may be provided. For example, anaerial vehicle may have one or more airbags below and/or above theaerial vehicle. The airbags may be distributed along any portion of theaerial vehicle, such as the aerial vehicle body, propulsion units, arms,control systems, communication interfaces, carrier, payload, passengers,landing gear, or any other portion.

FIG. 1 shows an example of an impact protection apparatus 100 for anaerial vehicle in accordance with an embodiment of the invention. Theimpact protection apparatus may include a container 110 configured toenclose compressed gas, a gas valve 120, and an inflatable member 130.The gas valve may control flow of the gas from the container to theinflatable member. A controller 140 may be in communication with the gasvalve and may control operation of the gas valve.

When an aerial vehicle experiences a malfunction, the inflatable memberneeds to be rapidly inflated with gas. A compressed gas technique may beused. The gas container 110 may be configured to contain a compressedgas. In some embodiments, the compressed gas may be carbon dioxide(CO₂). Other examples of compressed gases that may be used may includenitrogen. However, carbon dioxide may be a preferable gas as it is lowcost, safe/not combustible, when becoming gas will not absorb too muchheat like some other options. The container may be able to contain a gasthat is provided at a high pressure. For example, the gas container maybe capable of storing compressed gas that is greater than or equal toabout 25 psi, 30 psi, 40 psi, 50 psi, 60 psi, 70 psi, 80 psi, 100 psi,110 psi, 120 psi, 130 psi, 140 psi, 150 psi, 160 psi, 170 psi, 180 psi,190 psi, 200 psi, 220 psi, 250 psi, 300 psi, 400 psi, 500 psi, 750 psi,1000 psi, 2000 psi, 3000 psi, 4000 psi, or 5000 psi. In someembodiments, the gas container may be capable of storing compressed gashaving a pressure that does not exceed 70 psi, 80 psi, 100 psi, 110 psi,120 psi, 130 psi, 140 psi, 150 psi, 160 psi, 170 psi, 180 psi, 190 psi,200 psi, 220 psi, 250 psi, 300 psi, 350 psi, 400 psi, 500 psi, 750 psi,1000 psi, 2000 psi, 3000 psi, 4000 psi, 5000 psi, 6000 psi, 7000 psi, or7500 psi. The gas container may be storing a compressed gas having amaximum pressure that falls between any of the pressure values mentionedherein. In some embodiments, the gas container pressure may fall within0.2×10⁶ Pa and 50×10⁶ Pa.

A compressed gas container may be formed from any material known in theart, such as those capable of storing gas at the pressures mentionedabove. Some examples of materials may include carbon steel, stainlesssteel or aluminium alloy. In some instances, plastics or polymers may beused to form the gas container. For example, if the pressure within thecontainer is not too high, even a plastic soda bottle may be sufficient.

Using a compressed gas may advantageously provide a low cost compared toother inflation techniques. For example, inflation techniques usingchemical reactions may be costly. However, in some implementationschemical reactions may occur for use during inflation. Alternatively, nochemical reactions occur for use during inflation. Pre-existingcompressed gas containers may be utilized or adapted for use with theaerial vehicle. Currently small CO2 canisters are sold, which can becommonly used for filling bicycle tires when bicycle pumps areunavailable. Such canisters can be adapted for use to inflate an airbag.Pre-existing compressed gas canisters or containers may be retrofittedto provide gas for an aerial vehicle airbag.

One or more gas containers 110 may be provided on an aerial vehicle,such as a UAV. It may be advantageous for the gas containers to berelatively lightweight. For example, a gas container empty of gas mayweigh less than or equal to about 3 grams, 5 grams, 7 grams, 10 grams,15 grams, 20 grams, 30 grams, 35 grams, 40 grams, 50 grams, 60 grams, 70grams, 100 grams, 150 grams, 200 grams, 250 grams, 300 grams, 400 grams,500 grams, 700 grams, 1 kg, 1.5 kg, 2 kg, 3 kg, 4 kg 5 kg, 7 kg, or 10kg. A gas container, when filled with compressed gas may weigh less thanor equal to about 10 grams, 15 grams, 20 grams, 30 grams, 35 grams, 40grams, 50 grams, 60 grams, 70 grams, 100 grams, 150 grams, 200 grams,250 grams, 300 grams, 400 grams, 500 grams, 700 grams, 1 kg, 1.5 kg, 2kg, 3 kg, 4 kg 5 kg, 7 kg, 10 kg, 15 kg, 20 kg, or 30 kg.

In some embodiments, it may also be advantageous for a gas container 110to be of relatively small volume. For example, the gas container may besuitable sized to be carried by a UAV. In other embodiments, a gascontainer may be suitably sized to be carried by any type of aerialvehicle. For example, the gas container may have a volume less than orequal to about 0.001 mm³, 0.005 mm³, 0.01 mm³, 0.1 mm³, 1 mm³, 10 mm³,100 mm³, 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40 cm³, 50 cm³, 60cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³, 300 cm³, 500cm³, 750 cm³, 1000 cm³, 2000 cm³, 3000 cm³, 5000 cm³, 7000 cm³, 10000cm³, 20000 cm³, 50000 cm³, or 100000 cm³.

Gas from a gas container 110 may be used to inflate an inflatable member130, which may function as an airbag. When not inflated, the inflatablemember may have a deflated configuration. The deflated configuration maybe folded, rolled, or bunched in on itself. When inflated, theinflatable member may be fully inflated and stretched under tension. Theinflatable member may be formed from a flexible material, such as afabric, bladder, elastomeric material, or any other material. In someexamples, the inflatable member may be formed from a nylon fabric (e.g.,nylon 6,6), polyester fabric, or polyvinyl chloride (PVC). The materialmay be resistant to low temperature since when the compressed gas isreleased, it may turn from a liquid state to a gas state, which canabsorb heat from the surroundings.

When inflated, the inflatable member 130 may have a volume that isgreater than a volume of the gas container 110. For example, theinflatable member may have a volume greater than or equal to 1 cm³, 2cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40 cm³, 50 cm³, 60 cm³, 70 cm³, 80cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³, 300 cm³, 500 cm³, 750 cm³, 1000cm³, 2000 cm³, 3000 cm³, 5000 cm³, 7000 cm³, 10000 cm³, 20000 cm³, 50000cm³, or 100000 cm³. The inflatable member may have a volume less than orequal to 20 cm³, 30 cm³, 40 cm³, 50 cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³,100 cm³, 150 cm³, 200 cm³, 300 cm³, 500 cm³, 750 cm³, 1000 cm³, 2000cm³, 3000 cm³, 5000 cm³, 7000 cm³, 10000 cm³, 20000 cm³, 50000 cm³,100000 cm³, 200000 cm³, 500000 cm³, 1 m³, 1.5 m³, 2 m³, 5 m³, or 10 m³.

An inflatable member may take any shape. In some instances, theinflatable member may be substantially spherical, ellipsoidal,cylindrical, prismatic, torus-shaped, tear-drop shaped, be a flattenedsphere or ellipse or other polygon, bowl-shaped, or have any other shapewhen inflated. In some instances, multiple inflatable members may beprovided on an aerial vehicle. The inflatable members may all have thesame shape and/or size, or may have different shapes and/or size.

The inflatable member may be coupled to an aerial vehicle, such as aUAV. The inflatable member may be inflated to reduce forces experiencedby the aerial vehicle or a load of the aerial vehicle during impact. Insome instances, the forces may be reduced so that no more than 5%, 10%,20%, 30%, 40%, 50%, 60%, 70%, 80%, or 90% of the force is transmittedcompared to not having the inflatable member.

The inflatable member 130 may be connected to the gas container 110 viaa channel, pipe, passage, opening, or other connection. A gas valve 120may be provided between the inflatable member and the gas container. Thegas valve may be positioned along the connector, such as the channel,pipe, passage, or opening. The gas valve may control flow of gas betweenthe gas container and the inflatable member. In some instances, the gasvalve may function as a gating mechanism for the flow of gas from thegas container to the inflatable member. The gas valve may have an openposition that permits gas to flow between the gas container and theinflatable member. When the gas valve is in the open position, fluidcommunication may be provided between the interior of the gas containerand interior of the inflatable member. The gas valve may have a closedposition that may prevent gas from flowing between the gas container andthe inflatable member. When the gas valve is in the closed position,fluid communication is not provided between the interior of the gascontainer and the interior of the inflatable member.

In some instances, the gas valve 120 may have a binary open and closedposition. Alternatively, the gas valve may be proportional valves thatmay control the flow rate of the gas that flows between the gascontainer and the inflatable member. For example, a proportional valvemay have a wide open configuration that may permit a greater rate offlow than a partially open configuration that may permit a lesser rateof flow. Optionally, regulating, throttling, metering or needle valvesmay be used. Return or non-return valves may be used. A valve may haveany number of ports. For example, a two-port valve may be used.Alternatively, a three-port, four-port or other type of valve may beused in alternative configurations. Any description herein of valves mayapply to any other type of flow control mechanism. The flow controlmechanisms may be any type of binary flow control mechanism (e.g.,containing only an open and closed position) or variable flow controlmechanism (e.g., which may include degrees of open and closedpositions).

Prior to inflation of the inflatable member 130, the gas valve 120 maybe closed. The gas container 110 may contain the compressed gas therein,which may be prevented from flowing to the inflatable member by theclosed gas valve. Thus, the pressure within the gas container may behigher than the pressure within the deflated inflatable member. A signalmay be provided to a gas valve that may cause the gas valve to open. Insome instances, signals to open the gas valve may be provided inresponse to a detected malfunction of the aerial vehicle. The signalsmay be generated in response to conditions of the aircraft that may beindicative that an impact may be imminent or likely. When the gas valveis opened, the compressed gas may flow from the gas container to theinflatable member, inflating the inflatable member. The gas may flowuntil the pressure within the gas container and the inflatable member isrelatively equalized. The inflatable member may be rapidly inflatedusing the compressed gas. In some instances, the inflatable member maybe fully inflated within 0.01 seconds, 0.05 seconds, 0.1 seconds, 0.2seconds, 0.3 seconds, 0.4 seconds, 0.5 seconds, 0.6 seconds, 0.7seconds, 0.8 seconds, 0.9 seconds, 1 second, 1.2 seconds, 1.5 seconds, 2seconds, 3 seconds, or 5 seconds. In some embodiments, once theinflatable member has inflated, it may remain fully inflated.Alternatively, it may deflate over time.

A controller 140 may be provided that may control the gas valve 120, thegas valve controlling whether the gas will flow into the inflatablemember 130 and therefore whether the inflatable member will inflate. Thecontroller may generate a signal that may be provided to the gas valveto indicate whether to open or close the gas valve, or optionally thedegree to which the gas valve may be opened. The controller may be incommunication with an aircraft control mechanism that may control otherfunctions of the aerial vehicle, such as propulsion, guidance, sensors,or communications. Alternatively, the controller that provides thesignal the gas valve may be the aircraft control mechanism itself. Thecontroller may be on-board the aircraft. Alternatively, the controllermay be a device or part of a device external to the aircraft. Thecontroller may include a processor that may perform one or more steps inaccordance with non-transitory computer readable media that may defineoperation of the aerial vehicle. The processor may determine, based ondata, whether to send the signal to the gas valve, or the type of signalto be sent. The processor may make this determination in accordance withcalculations performed on the data or a subset of the data. Thecontroller may have one or more memory units that may includenon-transitory computer readable media that may comprise code, logic, orinstructions for performing the one or more steps. The processor maygenerate a signal indicative of a malfunction of the aircraft, which maybe used to open a gas valve. Alternatively, the controller may receive asignal indicative of the malfunction. The signal may be generatedon-board the aerial vehicle or may be generated from an external devicein communication with the aerial vehicle.

In one example, the controller may receive data from one or moresensors, or from another aircraft controller. Based on the data receivedby the controller, the controller, with aid of a processor, may generatea signal that it may send a signal to a gas valve. In some instances,the signal may cause a gas valve to open from a closed state. The signalmay or may not dictate the degree to which the gas valve is opened. Insome instances, the signal may cause a gas valve to close from an openstate. In some embodiments, a default setting may be for a gas valve tobe closed during operation of the aerial vehicle. The gas valve may beopened in the event of a detected malfunction or other type of specifiedevent. Once the gas valve has opened, it may remain opened as theinflatable member may have already been inflated.

FIG. 2 shows another example of an impact protection apparatus 200 foran aerial vehicle in accordance with an embodiment of the invention. Theimpact protection apparatus may include a gas container 210 configuredto enclose a pressurized gas, a gas valve 220, and an inflatable member230. The gas valve may control flow of the gas from the container to theinflatable member. A valve controller 240 may be in communication withthe gas valve and may control operation of the gas valve by a triggersignal 245 that may be sent to the gas valve. A valve controller powersupply 250 may be provided and configured to provide power to the valvecontroller. The valve controller may communicate with an aircraft flightcontroller 260.

The gas container 210 may contain a pressurized gas. Any number of gascontainers may be provided. The gas containers may be fluidicallyconnected to one another. One or more gas containers may be controlledby a single valve 220. Alternatively, multiple valves may be provided.Causing a valve to open may cause gas to flow from the one or more gascontainers into the inflatable member 230 which may function as anairbag for an aerial vehicle. In some instances, a single valve maycontrol flow of gas to the inflatable member. Alternatively, multiplevalves may be provided that may control flow of gas to the inflatablemember. Optionally, each of the multiple valves may be connected to oneor more different gas containers.

A valve controller 240 may be in communication with the gas valve 220and may control operation of the gas valve by a trigger signal 245. Thevalve controller may send a signal to the gas valve to open from aclosed state, thereby permitting flow of gas from the gas container 210to the inflatable member 230. The valve controller may communicate withand control a single valve. Alternatively, the valve controller maycommunicate with and control multiple valves. The multiple valves maycontrol flow of gas to a single inflatable member or multiple inflatablemembers. In some embodiments, a flow control mechanism may be providedthat may control flow of gas from one or more containers to one or moreinflatable members. The flow control mechanism may include one or moregas valves and one or more valve controllers. The trigger signal may beindicative of a malfunction of the aerial vehicle. Any descriptionherein of a malfunction of the aerial vehicle may include or be appliedto any state of the aerial vehicle in which a likelihood of impact maybe increased or imminent. Any description herein of a malfunction of anaerial vehicle may be indicative of a state in which case it may bedesirable to deploy one or more airbags.

The valve controller 240 may have a processor that may receive data fromone or more sensors or one or more other controllers and generate atrigger signal 245 that may be sent to a valve 220. In some embodiments,one or more sensors may communicate directly with the valve controller.Alternatively, one or more sensors may communicate with an aircraftflight controller 260, which may communicate with the valve controller.In some embodiments, the same sensors may communicate directly with boththe valve controller and the aircraft flight controller. The informationfrom these same sensors may be useful for aircraft flight control andfor airbag deployment. In some instances an aircraft flight controllermay be a master controller that may control one or more multiplefunctions of the aircraft. Alternatively, the aircraft flight controllermay communicate with the master controller. Any description herein ofthe aircraft flight controller may apply to a master controller and viceversa.

In one example, a valve controller 240 may have one or more on-boardaccelerometers. The valve controller may have other position detectingsensors, such as locators (e.g., GPS) or orientation sensors along one,two, or three different axes. The valve controller may have one or moreother motion detecting sensors such as velocity detectors (e.g., forlinear movement along one, two, or three axes, or angular rotation aboutone, two, or three axes), or acceleration detectors (e.g., for linearmovement along one, two, or three axes, or angular rotation about one,two, or three axes). Alternatively, such sensors may be part of theaircraft flight controller 260 or may be in communication with both thevalve controller and the aircraft flight controller. In some instances,position or motion detecting sensors may be used for the valvecontroller and aircraft flight controller.

An aircraft may include an inertial measurement unit (IMU). An IMU caninclude one or more accelerometers, one or more gyroscopes, one or moremagnetometers, or suitable combinations thereof. For example, the IMUcan include up to three orthogonal accelerometers to measure linearacceleration of the movable object along up to three axes oftranslation, and up to three orthogonal gyroscopes to measure theangular acceleration about up to three axes of rotation. The IMU can berigidly coupled to the aerial vehicle such that the motion of the aerialvehicle corresponds to motion of the IMU. Alternatively the IMU can bepermitted to move relative to the aerial vehicle with respect to up tosix degrees of freedom. The IMU can be directly mounted onto the aerialvehicle, or coupled to a support structure mounted onto the aerialvehicle. The IMU may be provided exterior to or within a housing of theaerial vehicle. The IMU may be permanently or removably attached to theaerial vehicle. The IMU can provide a signal indicative of the motion ofthe aerial vehicle, such as a position, orientation, velocity, and/oracceleration of the aerial vehicle (e.g., with respect to one, two, orthree axes of translation, and/or one, two, or three axes of rotation).For example, the IMU can sense a signal representative of theacceleration of the aerial vehicle, and the signal can be integratedonce to provide velocity information, and twice to provide locationand/or orientation information. The IMU may provide a signal to a valvecontroller and/or an aircraft flight controller.

Additional sensors may be provided on an aerial vehicle. For example,one or more sensors may be provided that may measure operation of one ormore motors or other actuators, motor drives, rotors. For example, thesensors may detect the speed at which a rotor of an aerial vehicle isturning. The rotor may be part of a propulsion system of the aerialvehicle. The rotor may have one or more rotor blades may turn togenerate lift for the aerial vehicle. In some instances, temperaturesensors may be provided. Temperature sensors may be able to detectoverheating of one or more component of the aerial vehicle. Power levelsensors may also be provided. Power level sensors may detect a state ofcharge of a power supply, such as a battery or battery pack that maypower the aerial vehicle. For example, if a power level sensor indicatesthat the aerial vehicle battery is running out of power, this may beindicative that the motor and flight control are running out of power.If the aerial vehicle battery has run out of power, this may indicatethat the propulsion systems have run out of power and/or that theaircraft flight controller or master controller may be out of power.

Information from sensors may be analyzed to determine whether the aerialvehicle is in a state in which an airbag must be deployed. In oneexample, the state may be when a malfunction has occurred with theaerial vehicle. This may include conditions where the aerial vehicleexhibits a location or motion indicative of a malfunction (e.g.,freefall, unusual acceleration, impact, proximity to a surface whiletraveling at a high speed, unusual orientation), when overheating isdetected, when a short circuit or fire is detected, when a guidance ornavigation system stops operating, when communication with an externaldevice is lost, when a power supply is very low, when power to one ormore components of the aerial vehicle is lost. For example, when the IMUdata is abnormal, when there are issues with multiple motors, motordrives, or rotors, such that the aircraft cannot be stabilized, or whenthe aircraft impacts a building, a potential impact state may bedetermined where it may be desirable to inflate the airbag. A valvecontroller 240 may then trigger the valve 220 to be opened, thecompressed gas will enter the deflated airbag 230 and inflate it.

One or more alert conditions may be provided which may contribute todetecting a potential impact state in which an airbag must be deployed.In some instances a single alert condition may be sufficient to triggerinflation of the airbag. Alternatively, certain combinations of alertconditions may be needed to trigger inflation of the airbag.

In one example, an alert condition may be provided when one or moresensors (e.g., accelerometers) of the aerial vehicle, such as a UAV,detect that the aerial vehicle is in free fall. The acceleration of theaerial vehicle may be reflective that the aerial vehicle is falling withan acceleration equal to that of gravity. In some instances, an alertcondition may be provided when an acceleration of the aircraft isgreater than an acceleration that the aircraft can produce. The alertcondition may be triggered when this greater acceleration is detecteddownwards in the direction of gravity, or in any other direction. It maybe desirable to trigger inflation of the airbag when the aerial vehicleis in free fall or moving with an acceleration that exceeds apredetermined threshold.

In another example, an alert condition may occur when the aircraft istraveling at a velocity that exceeds a predetermined threshold.Optionally, an alert condition may occur when the aircraft is travelingat a velocity that exceeds a predetermined threshold while the aircraftis within a predetermined proximity of a surface that it may impact. Forexample, if the aerial vehicle is at a low altitude (close to theground) and is traveling downward at a velocity that exceeds apredetermined threshold, an alert condition may occur. In anotherexample, if the aerial vehicle is close to a surface of a building andis heading toward the surface of the building at a velocity that exceedsa predetermined velocity, an alert condition may be raised. This maysuggest that an impact is imminent and it may be desirable to inflate anairbag.

In another case, an alert condition may occur when the orientation ofthe aerial vehicle changes at a frequency that exceeds a predeterminedthreshold frequency or in a particular manner. For example, highfrequency orientation changes or wobbling may be indicative ofinstability. The instability may indicate that the aerial vehicle willfall soon and/or that impact is imminent, for which inflation of anairbag may be desirable.

An alert condition may also occur when the orientation of the aerialvehicle is outside a predetermined range. For example, if the aerialvehicle (e.g., a UAV, such as a rotorcraft) is upside down a fall may beimminent and an alert condition may be provided. Similarly, if theaerial vehicle is oriented so that it is more than 90 degrees tiltedrelative to gravity (e.g., more upside down than right side up), analert condition may be provided. The orientation of the aerial vehiclemay indicate instability, loss of control of the vehicle, or that theaerial vehicle will plummet toward a surface, such as the ground, andmay trigger inflation of an airbag.

The detected conditions of motors, motor drives, or rotors of an aerialvehicle may also pertain to the generation of an alert condition. Forexample, if a motor that is driving a propulsion unit has stopped, analert condition may be provided. Similarly, if it is detected that arotor has stopped rotating or is rotating below a predeterminedthreshold, an alert condition may occur. In some instances, calculationsmay be performed to determine whether other motors or rotors arecompensating for the stopped/slowed motor or rotor. If compensation isnot sufficient, the stopping of the motor or rotor may indicate theaerial vehicle will lose propulsion (e.g., lift) or control, and mayfall or suffer an impact. This may trigger inflation of airbag.

Additionally an alert condition may be provided when a temperaturesensor detects overheating of one or more component of the aerialvehicle. When the sensed temperature exceeds a predetermined thresholdtemperature, overheating may be indicated. Overheating may be indicativethat a portion of the aerial vehicle may stop working, or that safetymechanisms may kick in to shut off the portion of the aerial vehicle.The shut-off of certain portions of the aerial vehicle (e.g.,propulsion) may cause the aerial vehicle to fall or suffer an impact.The shut-off of other portions of the aerial vehicle (e.g.,navigation/communication) may cause the aerial vehicle to operateblindly or without control, which may also lead to impact or damage tothe aerial vehicle. A release of an airbag may be desirable in suchsituations.

Further alert conditions may occur when a power charge level of a powersupply is low. For example, an aerial vehicle may have one or more powersupplies, such as batteries or battery packs powering portions of theaerial vehicle. For example, one or more power supplies may power theentire aerial vehicle, or different portions or systems of the aerialvehicle. For example, a single power supply may power the propulsion ofthe aerial vehicle, the guidance/navigation of the aerial vehicle, acommunication interface of the aerial vehicle, a carrier of the aerialvehicle, a payload of the aerial vehicle, a sensing system (e.g., IMU)of the aerial vehicle, and/or any other system of the aerial vehicle.Alternatively, different power supplies may power one or more differentportions or systems of the aerial vehicle. When the power supply chargelevel drops beneath a predetermined threshold, this may indicate thatthe power will soon be lost to the portion or system powered by thepower supply, which will generate an alert condition. For example, whena power supply powering a propulsion system of the aerial vehicle dropsbeneath a threshold charge value, an alert condition may occur. This mayindicate that the propulsion system may not operate properly or willshut down soon. This may lead to the fall or impact of the aerialvehicle, which may cause an airbag to be inflated. In another example, apower supply powering a guidance/navigation system or a communicationsystem of the aerial vehicle may drop beneath a threshold charge value,which may cause an alert condition. This may indicate that the aerialvehicle may operate blindly or without control, which may lead to impactor damage to the aerial vehicle. This may further cause deployment of anairbag.

Similarly, an alert condition may be provided if power is no longersupplied to the aerial vehicle or one or more system of the aerialvehicle. For example, if the propulsion system loses power, thepropulsion units may stop working, which may cause the aerial vehicle tofall. In another example, if the guidance/navigation systems orcommunication systems lose power, this could lead to blind operation orinstability of the aerial vehicle, which may raise the likelihood ofimpact. If certain sensors lose power this may prevent theguidance/navigation from operating properly. Loss of power conditionsmay case an airbag to be deployed.

A valve controller power supply 250 may be provided as part of an impactprotection apparatus. The valve controller power supply may providepower to a valve controller 240. The valve controller power supply mayalso provide power to a valve 220. The valve controller power supply maysupply power to a flow control mechanism, which may include one or morevalve controllers and one or more valves. The valve controller powersupply may be a power supply independent of other power supplies of theaerial vehicle. A flow control mechanism may be capable of functioningto cause inflation of an inflatable member, even if other power suppliesof the aerial vehicle no longer function. Even if the rest of the aerialvehicle loses power, a valve controller may detect a condition to send atrigger signal to a valve, and the valve may be able to open in responseto the signal, thereby permitting gas to flow into the inflatablemember. For example, the valve controller power supply may be adifferent power supply from the rest of the aerial vehicle. The valvecontroller power supply may be independent of a propulsion power supply.Thus, even if the propulsion units lose power the valve controller powersupply may still supply power to the valve controller and/or valve.Similarly, the valve controller power supply may be independent of anaircraft flight controller or master controller power supply. Thus, evenif power is lost to the aircraft flight controller, the valve controllermay make the determination whether to provide a trigger signal 245 tothe valve 220. The valve controller may provide a trigger signal to thevalve when it is detected that power has been lost to the aircraftflight controller or the master controller. The valve controller maypower supply may also be independent of a guidance system and/orcommunication system power supply. Thus, even if the aerial vehicle isno longer operating with functional navigation or guidance controls, orhas lost communication with an external device, such as a remoteterminal, the valve control power supply may still supply power to thevalve controller.

Having a valve controller power supply 250 that is independent of otherpower supplies of the aerial vehicle may advantageously permittriggering of an airbag when power is lost to the rest of the aerialvehicle. Power loss to the rest of the aerial vehicle may be one of theconditions in which case inflating an airbag is important. This providesadvantages over traditional systems where the master control is poweredwith the same power supply as the valve controller. In those situations,if the battery runs out of power, the motor and flight control are alsoout of power. If the master control fails there is no way to transmit atrigger signal to inflate an airbag, which may be at one of the mostcrucial points. Thus, systems, methods, and devices provided hereinadvantageously provide a separately powered valve control.

The valve controller power supply may include one or more batteries. Thebatteries may be primary (e.g., single use) batteries or secondary(e.g., rechargeable) batteries. The state of charge of the valvecontroller power supply may or may not be monitored. In some instances,the valve controller power supply may be recharged periodically or inresponse to one or more events. In some instances, the valve controllerpower supply may be automatically recharged while a motor of thepropulsion unit is operating.

In some instances, a single separate valve controller power supply 250may be provided dedicated to the valve controller 240. Alternatively,multiple valve controller power supplies may be provided, which mayfunction as back-ups to one another. Redundancy of any of the componentsdescribed herein may be provided.

FIG. 3 shows an example of an impact protection apparatus 300 utilizinga safety mechanism in accordance with an embodiment of the invention.The impact protection apparatus may be provided for an aerial vehicle,such as a UAV. The impact protection apparatus may include a container310 configured to enclose a fluid, a flow control valve 320, and aninflatable member 330. The gas valve may control flow of the gas fromthe container to the inflatable member. A valve controller 340 may be incommunication with the gas valve and may control operation of the gasvalve by a trigger signal 345 that may be sent to the gas valve. A valvecontroller power supply 350 may be provided and configured to providepower to the valve controller. A safety mechanism 360 may be providedthat, unless deactivated, prevents inflation of the inflatable member.

A container 310 may contain a fluid, such as a gas. Preferably, thefluid may be a compressed gas. Alternatively, the fluid may include aliquid, or a mixture of gas and liquid. The fluid may be pressurized orcompressed. The fluid may be delivered to the inflatable member 330 tocause the inflatable member to inflate. The flow control valve 320 maycontrol flow of the fluid from the container to the inflatable member.In some instances, the valve may initially be at a closed state whichmay prevent flow of the fluid from the container to the inflatablemember. The valve may be opened in response to a signal from a valvecontroller 340. Opening the valve may cause the fluid from the containerto enter the inflatable member, and inflate the inflatable member.

The valve controller 340 may be powered by a valve controller powersupply 350. The valve controller power supply may be independent of oneor more other power supplies of the aerial vehicle. For example, thevalve controller power supply may be independent of a power supplypowering a propulsion mechanism of the aerial vehicle, or a mastercontroller of the aerial vehicle. The valve controller may be capable ofoperating even when the rest of the aerial vehicle runs out of power, oris shut down. Thus, a valve controller may provide a signal to triggerinflation of the inflatable member, regardless of whether the rest ofthe aerial vehicle is operational or not. The valve controller may sendthe trigger signal in response to one or more signal or sensor input.The valve controller may perform analysis of the signal or sensor inputin order to determine whether to provide the trigger signal. The valvecontroller may make such determinations on a continuous, periodic, orepisodic basis.

In another example, the valve controller may provide a trigger signal inresponse to a signal from a terminal that is remote to the aerialvehicle. The terminal may communicate with the aerial vehicle. In someinstances, the terminal may control positioning, orientation, or flightof the aerial vehicle. The terminal may receive data from the aerialvehicle, such as location or flight information, or data collected by apayload of the aerial vehicle. In some instances, a user may provide aninput to the terminal to trigger deployment of the airbag remotely. Forexample, a user may witness that the aerial vehicle is about to impactsomething, and may remotely trigger the airbag inflation. Thecommunication system with the terminal may be powered by the valvecontroller power supply 350 or another power supply. In some instances,the communication from the terminal to the valve controller 340 mayoccur, even if other parts of the aerial vehicle (e.g., propulsion unit,flight controller, master controller, guidance/navigation) are failing.

In some embodiments, a safety mechanism 360 may be provided that, unlessdeactivated, prevents inflation of the inflatable member. In someinstances, the default of the safety mechanism may be to be on and toprevent inflation of the inflatable member. This may prevent an airbagfrom deploying prematurely. For example, this may prevent the airbagfrom deploying and injuring a person when the aircraft is being carriedby the person. This may prevent an airbag from deploying while theaircraft is not on (or is not supposed to be on but erroneously turnedoff), or is being transported by an individual. In one example, after aflight control of the aerial vehicle is turned on or enabled, thepropulsion units of the aerial vehicle (e.g., rotors) may begin tofunction for flight. When the flight control is turned on, a signal maybe transmitted to a safety mechanism, which will be deactivated (or beturned ‘off’). Deactivating the safety mechanism may permit the airbagto deploy in response to a trigger signal from a valve controller 340.The safety mechanism may be deactivated by a safety signal indicatingthat the unmanned aerial vehicle is in operation. The safety signal maybe provided by a flight control system of the unmanned aerial vehicle oranother system of the unmanned aerial vehicle.

In another embodiment, the safety mechanism 360 may include a safetypin. The safety pin can be provided, similar to a fire extinguisher, sothat if the pin is not pulled, the airbag cannot inflate. In someembodiments, the safety mechanism comprises a pin and deactivation ofthe safety mechanism may comprise removal of the pin. The pin may beconfigured to be removed by a user prior to operation of the aerialvehicle. The pin may be manually removed by the user prior to the aerialvehicle being permitted to operate. In some instances, the aerialvehicle may not be capable of operating without removing the safety pinfirst. In another example, turning on the aerial vehicle or operatingthe aerial vehicle may automatically cause the safety pin to be removed.

In accordance with various embodiments of the invention, there may be asingle container or multiple containers. The topology may be a singlelarge container connected to a plurality of inflatable members; or asingle small container for a single inflatable member. Alternatively,multiple containers may be provided for a single inflatable member. Eachinflatable member may be controlled by a single valve or multiplevalves. Each valve may have its own valve controller or multiple valvesmay share a valve controller. A single valve controller power supply maybe provided for a single valve controller or for multiple valvecontrollers. In some instances, multiple single valve controller powersupplies may be provided for a single valve controller or for themultiple valve controllers. A single safety mechanism may be providedfor a single valve or valve controller, or for multiple valves or valvecontrollers. In some instances, multiple safety mechanisms may beprovided for multiple valves or valve controllers.

FIG. 4 shows an example of an unmanned aerial vehicle (UAV) 400 withdeployed airbags. Any description herein of a UAV may apply to any othertype of movable object, such as any type of aerial vehicle, and viceversa. In some embodiments, a UAV may have a UAV body 410 or hub. One ormore propulsion units 420 a, 420 b may be provided for a UAV. In someembodiments, an airbag may be deployed above 430 the UAV, and an airbagmay be deployed beneath 440 a UAV.

The UAV may have a lightweight body 410. The UAV may have a weight asdescribed further elsewhere herein. The UAV may have small dimensions.The UAV may have any dimensions as described further elsewhere herein.The UAV may be capable of being lifted by a human being using one handor two hands.

The UAV may have one or more propulsion units 420. The propulsion unitsmay include one or more actuator-driven rotor. The rotor may include oneor more rotor blades. The rotor, including the rotor blades, may rotateabout an axis of rotation. In one example, a UAV may have a plurality ofarms, each arm having a propulsion unit thereon. The arms may beconnected to the lightweight body 410 at a proximal end. The propulsionunits may be provided at or near a distal end of the arm. For example,the propulsion units may be within 50%, 40%, 30%, 25%, 20%, 15%, 10%,5%, 3%, or 1% of the arm length from the distal end of the arm. Thepropulsion units may be oriented vertically to provide lift for the UAV.In some instances, one or more propulsion units may be angled ororiented sideways to provide lateral thrust for the UAV. Any number ofarms and/or propulsion units may be provided. For example, one, two,three, four, five, six, seven, eight, nine, ten or more arms and/orpropulsion units may be provided.

One or more airbags may be provided for the UAV. In some embodiments, asingle airbag may be configured to be deployed below the UAV.Alternatively a single airbag may be configured to be deployed above theUAV. In some embodiments, multiple airbags may be provided. The multipleairbags may be configured to be deployed below the UAV, above the UAV,or any combination of below and above the UAV. For example one or moreairbags may be deployed below the UAV and one or more airbags may bedeployed above the UAV. In some instances, one or more airbags may beconfigured to be deployed to a side of the UAV.

The one or more airbags may be deployed from any portion of the UAV. Forexample, one or more of the airbags may be configured to deploy from theUAV body 410. Similarly, one or more airbags may be configured to deployfrom a central portion of the UAV, or from a hub of the UAV where one ormore arms may join. A deflated airbag may be contained within a housingor may be partially enclosed by a housing of the body or portion of theUAV. Alternatively, the deflated airbag may be provided outside a bodyhousing or may be at least partially exposed. The airbag may be coupledto the UAV in any manner. In one example, a large airbag may be deployedabove the UAV 430 from the UAV body and beneath the UAV 440 from the UAVbody. In some embodiments, an ‘upward’ portion of the UAV may be aportion above the UAV arms in the direction of lift when the propulsionunits are operating. In some embodiments, a ‘downward’ portion of theUAV may be a portion below the UAV arms and oriented opposite thedirection of lift when the propulsion units are operating. Whendeploying, the airbag may be configured to pass through an opening of aUAV body housing, or to cause a portion of a UAV body housing to comeoff. Alternatively, the UAV body need not be affected when the airbagdeploys.

In some embodiments, a UAV may be oriented during controlled flight sothat a ‘downward’ portion of the UAV is in the direction of gravity g,while an ‘upward’ portion is opposite the direction of gravity g. TheUAV may change orientation when out of control (e.g., flip) so that theupward portion of the UAV is facing toward the earth and the downwardportion of the UAV is facing toward the sky. In such situations it maybe advantageous to have airbags that may deploy above and below the UAV.In some instances, the UAV may tumble while falling, so it may bedifficult to predict which side the UAV may land. In such situations itwould be advantageous to have airbags on multiple sides of the UAV toprotect the UAV when landing at an unpredictable angle.

The airbags may be sufficiently sized so that a single airbag cansufficiently reduce the force of impact of the UAV. The airbags maysufficiently reduce the force of the impact of the UAV to prevent anydamage or significant damage to the UAV. The volume of the one or moreinflated airbags may be greater than the volume of the UAV.Alternatively, the volume of the one or more inflated airbags may beequal to the volume of the UAV, or be less than the volume of the UAV.For example, the ratio of a volume of an inflated airbag to a volume ofa UAV may be less than or equal to about 5:1, 4:1, 3:1, 2:1, 1.5:1,1.2:1, 1:1, 1:1.2, 1:1.5, 1:2, 1:3, 1:4, or 1:5. The ratio of a volumeof an inflated airbag to a volume of a UAV may be greater than or equalto about 2:1, 1.5:1, 1.2:1, 1:1, 1:1.2, 1:1.5, 1:2, 1:3, 1:4, 1:5, or1:6. The ratio of a footprint of an inflated airbag to a footprint ofthe UAV may be less than or equal to about 3:1, 2:1, 1.5:1, 1.2:1, 1:1,1:1.2, 1:1.5, 1:2, 1:3, 1:4, or 1:5. The ratio of a footprint of aninflated airbag to a footprint of the UAV may be greater than or equalto about 2:1, 1.5:1, 1.2:1, 1:1, 1:1.2, 1:1.5, 1:2, 1:3, 1:4, 1:5, or1:6.

FIG. 5 shows another example of an unmanned aerial vehicle (UAV) 500with deployed airbags. In some embodiments, a UAV may have a UAV body510 or hub. One or more propulsion units 520 a, 520 b may be providedfor a UAV. In some embodiments, an airbag 530 a, 530 b may be deployedproximate to the propulsion units.

The UAV may have a lightweight and/or small body 510. The UAV may becapable of being lifted by a human being using one hand or two hands.

The UAV may have one or more propulsion units 520 a, 520 b. The UAV maybe a rotorcraft with one or more rotors having rotor blades capable ofgenerating lift when rotating at a sufficiently fast speed. Thepropulsion units may be oriented vertically to provide lift for the UAV.In some instances, one or more propulsion units may be angled ororiented sideways to provide lateral thrust for the UAV. Any number ofarms and/or propulsion units may be provided. For example, one, two,three, four, five, six, seven, eight, nine, ten or more arms and/orpropulsion units may be provided. The arms may extend radially from acentral hub or body 510 of the UAV. The arms may be substantiallycoplanar. In some instances, the propulsion units may be substantiallycoplanar.

One or more airbags may be provided for the UAV. The airbags may beconfigured to deploy near a propulsion unit of the UAV. In someembodiments, a single airbag may be configured to be deployed below thepropulsion unit. Alternatively a single airbag may be configured to bedeployed above the propulsion unit. In some embodiments, multipleairbags may be provided. The multiple airbags may be configured to bedeployed below the propulsion unit, above the propulsion unit, or anycombination of below and above the propulsion unit. For example one ormore airbags may be deployed below the UAV and one or more airbags maybe deployed above the propulsion unit. In some instances, one or moreairbags may be configured to be deployed to a side of the propulsionunit. The propulsion unit may be surrounded by one or more airbags fromdifferent sides when they are deployed.

The one or more airbags may be deployed from any portion of the UAV. Forexample, one or more of the airbags may be configured to deploy from thepropulsion unit or an area proximate to the propulsion unit. In someembodiments, airbags may be deployed from one or arm near the propulsionunit. The airbags may be deployed from one or more arm at within 50%,40%, 30%, 25%, 20%, 15%, 10%, 5%, 3%, or 1% of the arm length from thedistal end of the arm. The airbags may be deployed at within 30%, 25%,20%, 15%, 10%, 5%, 3%, or 1% of the arm length from the propulsionunit's location on the arm. A deflated airbag may be contained within ahousing or may be partially enclosed by a housing of an arm orpropulsion unit of the UAV. Alternatively, the deflated airbag may beprovided outside a housing or may be at least partially exposed. In oneexample, an airbag may be deployed substantially beneath 530 a, 530 bthe propulsion unit and/or to the side of the propulsion unit. Eachpropulsion unit may have one or more airbags deployed in proximity. Insome embodiments, multiple airbags may be deployed in the proximity ofeach propulsion unit. The air bags may be clustered around thepropulsion units. When deploying, the airbag may be configured to passthrough an opening of a UAV arm housing or propulsion unit housing, orto cause a portion of a UAV housing to come off. Alternatively, the UAVstructure need not be affected when the airbag deploys.

The airbags may be sufficiently sized so that a single airbag cansufficiently reduce the force of impact of the propulsion units and/orthe body of the UAV. The airbags may sufficiently reduce the force ofthe impact of the propulsion unit to prevent any damage or significantdamage to the propulsion units and/or the body of the UAV. The volume ofthe one or more inflated airbags may be greater than the volume of thepropulsion unit. Alternatively, the volume of the one or more inflatedairbags may be equal to the volume of the propulsion unit, or be lessthan the volume of the propulsion unit. For example, the ratio of avolume of an inflated airbag to a volume of a propulsion unit may beless than or equal to about 5:1, 4:1, 3:1, 2:1, 1.5:1, 1.2:1, 1:1,1:1.2, 1:1.5, 1:2, 1:3, 1:4, or 1:5. The ratio of a volume of aninflated airbag to a volume of a propulsion unit may be greater than orequal to about 2:1, 1.5:1, 1.2:1, 1:1, 1:1.2, 1:1.5, 1:2, 1:3, 1:4, 1:5,or 1:6. The ratio of a footprint of an inflated airbag to a footprint ofthe propulsion unit may be less than or equal to about 3:1, 2:1, 1.5:1,1.2:1, 1:1, 1:1.2, 1:1.5, 1:2, 1:3, 1:4, or 1:5. The ratio of afootprint of an inflated airbag to a footprint of the propulsion unitmay be greater than or equal to about 2:1, 1.5:1, 1.2:1, 1:1, 1:1.2,1:1.5, 1:2, 1:3, 1:4, 1:5, or 1:6.

The position and number of airbags depends on an aircraft model, size,volume, weight, and other factors. For example, smaller airbags may beused or fewer airbags may be used for a UAV, than an aircraft that isdesigned to carry one or more passengers. The airbags may be configuredto protect the aerial vehicle from one angle or multiple angles. Forexample, the airbags may be configured to reduce the forces experiencedby the aerial vehicle when impact occurs beneath the aerial vehicle,above the aerial vehicle, a side of the aerial vehicle, and/or any otherangle of the aerial vehicle.

All airbags may be deployed simultaneously. In some instances, detectinga state in which the airbags ought to be deployed may result in allairbags of the aerial vehicle being deployed. In some instances, thismay be advantageous in situations where it may be difficult to predictwhich side the aerial vehicle may impact a surface or other device.Alternatively, a selected number of airbags may be deployed. Forexample, if it is detected that the impact will likely come from abottom side of the aerial vehicle, airbags on the bottom side of theaerial vehicle may be deployed. Alternatively, if it is detected thatthe impact will likely from the top or side of the aerial vehicle,airbags on the top and/or side may be deployed.

Deployment of the airbags may reduce damage likely to be taken by theaerial vehicle upon impact. Similarly, deployment of airbags may reducedamage or injury to a load of an aerial vehicle, such as a payload(e.g., camera, illumination devices, audio devices, measurement orsensing equipment), passengers, or any other item carried by or attachedto the aerial vehicle. Impact may occur when an aerial vehicle impacts asurface (e.g., ground, wall, ceiling, water, cliffs), possibleobstructions (e.g., trees, foliage, people or other living beings,poles, lighting units, power lines, billboards, buildings), or movingobjects (e.g., other aerial vehicles, other types of vehicles, livingbeings).

The systems, devices, and methods described herein can be applied to awide variety of movable objects. As previously mentioned, anydescription herein of an aerial vehicle may apply to and be used for anymovable object. In some embodiments, any description herein of an aerialvehicle may apply to a UAV.

A movable object of the present invention can be configured to movewithin any suitable environment, such as in air (e.g., a fixed-wingaircraft, a rotary-wing aircraft, or an aircraft having neither fixedwings nor rotary wings), in water (e.g., a ship or a submarine), onground (e.g., a motor vehicle, such as a car, truck, bus, van,motorcycle; a movable structure or frame such as a stick, fishing pole;or a train), under the ground (e.g., a subway), in space (e.g., aspaceplane, a satellite, or a probe), or any combination of theseenvironments. The movable object can be a vehicle, such as a vehicledescribed elsewhere herein. In some embodiments, the movable object canbe mounted on a living subject, such as a human or an animal. Suitableanimals can include avines, canines, felines, equines, bovines, ovines,porcines, delphines, rodents, or insects.

The movable object may be capable of moving freely within theenvironment with respect to six degrees of freedom (e.g., three degreesof freedom in translation and three degrees of freedom in rotation).Alternatively, the movement of the movable object can be constrainedwith respect to one or more degrees of freedom, such as by apredetermined path, track, or orientation. The movement can be actuatedby any suitable actuation mechanism, such as an engine or a motor. Theactuation mechanism of the movable object can be powered by any suitableenergy source, such as electrical energy, magnetic energy, solar energy,wind energy, gravitational energy, chemical energy, nuclear energy, orany suitable combination thereof. The movable object may beself-propelled via a propulsion system, as described elsewhere herein.The propulsion system may optionally run on an energy source, such aselectrical energy, magnetic energy, solar energy, wind energy,gravitational energy, chemical energy, nuclear energy, or any suitablecombination thereof. Alternatively, the movable object may be carried bya living being.

In some instances, the movable object can be a vehicle. Suitablevehicles may include water vehicles, aerial vehicles, space vehicles, orground vehicles. For example, aerial vehicles may be fixed-wing aircraft(e.g., airplane, gliders), rotary-wing aircraft (e.g., helicopters,rotorcraft), aircraft having both fixed wings and rotary wings, oraircraft having neither (e.g., blimps, hot air balloons). A vehicle canbe self-propelled, such as self-propelled through the air, on or inwater, in space, or on or under the ground. A self-propelled vehicle canutilize a propulsion system, such as a propulsion system including oneor more engines, motors, wheels, axles, magnets, rotors, propellers,blades, nozzles, or any suitable combination thereof. In some instances,the propulsion system can be used to enable the movable object to takeoff from a surface, land on a surface, maintain its current positionand/or orientation (e.g., hover), change orientation, and/or changeposition.

The movable object can be controlled remotely by a user or controlledlocally by an occupant within or on the movable object. In someembodiments, the movable object is an unmanned movable object, such as aUAV. An unmanned movable object, such as a UAV, may not have an occupantonboard the movable object. The movable object can be controlled by ahuman or an autonomous control system (e.g., a computer control system),or any suitable combination thereof. The movable object can be anautonomous or semi-autonomous robot, such as a robot configured with anartificial intelligence.

The movable object can have any suitable size and/or dimensions. In someembodiments, the movable object may be of a size and/or dimensions tohave a human occupant within or on the vehicle. Alternatively, themovable object may be of size and/or dimensions smaller than thatcapable of having a human occupant within or on the vehicle. The movableobject may be of a size and/or dimensions suitable for being lifted orcarried by a human. Alternatively, the movable object may be larger thana size and/or dimensions suitable for being lifted or carried by ahuman. In some instances, the movable object may have a maximumdimension (e.g., length, width, height, diameter, diagonal) of less thanor equal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. Themaximum dimension may be greater than or equal to about: 2 cm, 5 cm, 10cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. For example, the distance betweenshafts of opposite rotors of the movable object may be less than orequal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m.Alternatively, the distance between shafts of opposite rotors may begreater than or equal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m,or 10 m.

In some embodiments, the movable object may have a volume of less than100 cm×100 cm×100 cm, less than 50 cm×50 cm×30 cm, or less than 5 cm×5cm×3 cm. The total volume of the movable object may be less than orequal to about: 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40 cm³, 50cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³, 300 cm³,500 cm³, 750 cm³, 1000 cm³, 5000 cm³, 10,000 cm³, 100,000 cm³, 1 m³, or10 m³. Conversely, the total volume of the movable object may be greaterthan or equal to about: 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40cm³, 50 cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³,300 cm³, 500 cm³, 750 cm³, 1000 cm³, 5000 cm³, 10,000 cm³, 100,000 cm³,1 m³, or 10 m³.

In some embodiments, the movable object may have a footprint (which mayrefer to the lateral cross-sectional area encompassed by the movableobject) less than or equal to about: 32,000 cm², 20,000 cm², 10,000 cm²,1,000 cm², 500 cm², 100 cm², 50 cm², 10 cm², or 5 cm². Conversely, thefootprint may be greater than or equal to about: 32,000 cm², 20,000 cm²,10,000 cm², 1,000 cm², 500 cm², 100 cm², 50 cm², 10 cm², or 5 cm².

In some instances, the movable object may weigh no more than 1000 kg.The weight of the movable object may be less than or equal to about:1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg,8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg,or 0.01 kg. Conversely, the weight may be greater than or equal toabout: 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10kg, 9 kg, 8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1kg, 0.05 kg, or 0.01 kg.

In some embodiments, a movable object may be small relative to a loadcarried by the movable object. The load may include a payload and/or acarrier, as described in further detail below. In some examples, a ratioof a movable object weight to a load weight may be greater than, lessthan, or equal to about 1:1. In some instances, a ratio of a movableobject weight to a load weight may be greater than, less than, or equalto about 1:1. Optionally, a ratio of a carrier weight to a load weightmay be greater than, less than, or equal to about 1:1. When desired, theratio of an movable object weight to a load weight may be less than orequal to: 1:2, 1:3, 1:4, 1:5, 1:10, or even less. Conversely, the ratioof a movable object weight to a load weight can also be greater than orequal to: 2:1, 3:1, 4:1, 5:1, 10:1, or even greater.

In some embodiments, the movable object may have low energy consumption.For example, the movable object may use less than about: 5 W/h, 4 W/h, 3W/h, 2 W/h, 1 W/h, or less. In some instances, a carrier of the movableobject may have low energy consumption. For example, the carrier may useless than about: 5 W/h, 4 W/h, 3 W/h, 2 W/h, 1 W/h, or less. Optionally,a payload of the movable object may have low energy consumption, such asless than about: 5 W/h, 4 W/h, 3 W/h, 2 W/h, 1 W/h, or less.

FIG. 6 illustrates an unmanned aerial vehicle (UAV) 600, in accordancewith embodiments of the present invention. The UAV may be an example ofa movable object as described herein. The UAV 600 can include apropulsion system having four rotors 602, 604, 606, and 608. Any numberof rotors may be provided (e.g., one, two, three, four, five, six, ormore). The rotors can be embodiments of the self-tightening rotorsdescribed elsewhere herein. The rotors, rotor assemblies, or otherpropulsion systems of the unmanned aerial vehicle may enable theunmanned aerial vehicle to hover/maintain position, change orientation,and/or change location. The distance between shafts of opposite rotorscan be any suitable length 610. For example, the length 610 can be lessthan or equal to 2 m, or less than equal to 5 m. In some embodiments,the length 610 can be within a range from 40 cm to 7 m, from 70 cm to 2m, or from 5 cm to 5 m. Any description herein of a UAV may apply to amovable object, such as a movable object of a different type, and viceversa.

In some embodiments, the movable object can be configured to carry aload. The load can include one or more of passengers, cargo, equipment,instruments, and the like. The load can be provided within a housing.The housing may be separate from a housing of the movable object, or bepart of a housing for a movable object. Alternatively, the load can beprovided with a housing while the movable object does not have ahousing. Alternatively, portions of the load or the entire load can beprovided without a housing. The load can be rigidly fixed relative tothe movable object. Optionally, the load can be movable relative to themovable object (e.g., translatable or rotatable relative to the movableobject).

In some embodiments, the load includes a payload. The payload can beconfigured not to perform any operation or function. Alternatively, thepayload can be a payload configured to perform an operation or function,also known as a functional payload. For example, the payload can includeone or more sensors for surveying one or more targets. Any suitablesensor can be incorporated into the payload, such as an image capturedevice (e.g., a camera), an audio capture device (e.g., a parabolicmicrophone), an infrared imaging device, or an ultraviolet imagingdevice. The sensor can provide static sensing data (e.g., a photograph)or dynamic sensing data (e.g., a video). In some embodiments, the sensorprovides sensing data for the target of the payload. Alternatively or incombination, the payload can include one or more emitters for providingsignals to one or more targets. Any suitable emitter can be used, suchas an illumination source or a sound source. In some embodiments, thepayload includes one or more transceivers, such as for communicationwith a module remote from the movable object. Optionally, the payloadcan be configured to interact with the environment or a target. Forexample, the payload can include a tool, instrument, or mechanismcapable of manipulating objects, such as a robotic arm.

Optionally, the load may include a carrier. The carrier can be providedfor the payload and the payload can be coupled to the movable object viathe carrier, either directly (e.g., directly contacting the movableobject) or indirectly (e.g., not contacting the movable object).Conversely, the payload can be mounted on the movable object withoutrequiring a carrier. The payload can be integrally formed with thecarrier. Alternatively, the payload can be releasably coupled to thecarrier. In some embodiments, the payload can include one or morepayload elements, and one or more of the payload elements can be movablerelative to the movable object and/or the carrier, as described above.

The carrier can be integrally formed with the movable object.Alternatively, the carrier can be releasably coupled to the movableobject. The carrier can be coupled to the movable object directly orindirectly. The carrier can provide support to the payload (e.g., carryat least part of the weight of the payload). The carrier can include asuitable mounting structure (e.g., a gimbal platform) capable ofstabilizing and/or directing the movement of the payload. In someembodiments, the carrier can be adapted to control the state of thepayload (e.g., position and/or orientation) relative to the movableobject. For example, the carrier can be configured to move relative tothe movable object (e.g., with respect to one, two, or three degrees oftranslation and/or one, two, or three degrees of rotation) such that thepayload maintains its position and/or orientation relative to a suitablereference frame regardless of the movement of the movable object. Thereference frame can be a fixed reference frame (e.g., the surroundingenvironment). Alternatively, the reference frame can be a movingreference frame (e.g., the movable object, a payload target).

In some embodiments, the carrier can be configured to permit movement ofthe payload relative to the carrier and/or movable object. The movementcan be a translation with respect to up to three degrees of freedom(e.g., along one, two, or three axes) or a rotation with respect to upto three degrees of freedom (e.g., about one, two, or three axes), orany suitable combination thereof.

In some instances, the carrier can include a carrier frame assembly anda carrier actuation assembly. The carrier frame assembly can providestructural support to the payload. The carrier frame assembly caninclude individual carrier frame components, some of which can bemovable relative to one another. The carrier actuation assembly caninclude one or more actuators (e.g., motors) that actuate movement ofthe individual carrier frame components. The actuators can permit themovement of multiple carrier frame components simultaneously, or may beconfigured to permit the movement of a single carrier frame component ata time. The movement of the carrier frame components can produce acorresponding movement of the payload. For example, the carrieractuation assembly can actuate a rotation of one or more carrier framecomponents about one or more axes of rotation (e.g., roll axis, pitchaxis, or yaw axis). The rotation of the one or more carrier framecomponents can cause a payload to rotate about one or more axes ofrotation relative to the movable object. Alternatively or incombination, the carrier actuation assembly can actuate a translation ofone or more carrier frame components along one or more axes oftranslation, and thereby produce a translation of the payload along oneor more corresponding axes relative to the movable object.

One or more airbags may be deployed in the event of a detected state,such as a malfunction. The airbags may be deployed to reduce forcesexperienced upon impact. The airbags may be deployed to protect anyportion of the movable object, and/or load of the object. The airbagsmay be deployed to protect the payload or carrier of the movable object.

In some embodiments, the movement of the movable object, carrier, andpayload relative to a fixed reference frame (e.g., the surroundingenvironment) and/or to each other, can be controlled by a terminal. Theterminal can be a remote control device at a location distant from themovable object, carrier, and/or payload. The terminal can be disposed onor affixed to a support platform. Alternatively, the terminal can be ahandheld or wearable device. For example, the terminal can include asmartphone, tablet, laptop, computer, glasses, gloves, helmet,microphone, or suitable combinations thereof. The terminal can include auser interface, such as a keyboard, mouse, joystick, touchscreen, ordisplay. Any suitable user input can be used to interact with theterminal, such as manually entered commands, voice control, gesturecontrol, or position control (e.g., via a movement, location or tilt ofthe terminal).

The terminal can be used to control any suitable state of the movableobject, carrier, and/or payload. For example, the terminal can be usedto control the position and/or orientation of the movable object,carrier, and/or payload relative to a fixed reference from and/or toeach other. In some embodiments, the terminal can be used to controlindividual elements of the movable object, carrier, and/or payload, suchas the actuation assembly of the carrier, a sensor of the payload, or anemitter of the payload. The terminal can include a wirelesscommunication device adapted to communicate with one or more of themovable object, carrier, or payload.

The terminal can include a suitable display unit for viewing informationof the movable object, carrier, and/or payload. For example, theterminal can be configured to display information of the movable object,carrier, and/or payload with respect to position, translationalvelocity, translational acceleration, orientation, angular velocity,angular acceleration, or any suitable combinations thereof. In someembodiments, the terminal can display information provided by thepayload, such as data provided by a functional payload (e.g., imagesrecorded by a camera or other image capturing device).

Optionally, the same terminal may both control the movable object,carrier, and/or payload, or a state of the movable object, carrierand/or payload, as well as receive and/or display information from themovable object, carrier and/or payload. For example, a terminal maycontrol the positioning of the payload relative to an environment, whiledisplaying image data captured by the payload, or information about theposition of the payload. Alternatively, different terminals may be usedfor different functions. For example, a first terminal may controlmovement or a state of the movable object, carrier, and/or payload whilea second terminal may receive and/or display information from themovable object, carrier, and/or payload. For example, a first terminalmay be used to control the positioning of the payload relative to anenvironment while a second terminal displays image data captured by thepayload. Various communication modes may be utilized between a movableobject and an integrated terminal that both controls the movable objectand receives data, or between the movable object and multiple terminalsthat both control the movable object and receives data. For example, atleast two different communication modes may be formed between themovable object and the terminal that both controls the movable objectand receives data from the movable object.

FIG. 7 illustrates a movable object 700 including a carrier 702 and apayload 704, in accordance with embodiments. Although the movable object700 is depicted as an aircraft, this depiction is not intended to belimiting, and any suitable type of movable object can be used, aspreviously described herein. One of skill in the art would appreciatethat any of the embodiments described herein in the context of aircraftsystems can be applied to any suitable movable object (e.g., an UAV). Insome instances, the payload 704 may be provided on the movable object700 without requiring the carrier 702. The movable object 700 mayinclude propulsion mechanisms 706, a sensing system 708, and acommunication system 710.

The propulsion mechanisms 706 can include one or more of rotors,propellers, blades, engines, motors, wheels, axles, magnets, or nozzles,as previously described. For example, the propulsion mechanisms 706 maybe rotor assemblies, or other rotary propulsion units. The movableobject may have one or more, two or more, three or more, or four or morepropulsion mechanisms. The propulsion mechanisms may all be of the sametype. Alternatively, one or more propulsion mechanisms can be differenttypes of propulsion mechanisms. The propulsion mechanisms 706 can bemounted on the movable object 700 using any suitable means, such as asupport element (e.g., a drive shaft) as described elsewhere herein. Thepropulsion mechanisms 706 can be mounted on any suitable portion of themovable object 700, such on the top, bottom, front, back, sides, orsuitable combinations thereof.

In some embodiments, the propulsion mechanisms 706 can enable themovable object 700 to take off vertically from a surface or landvertically on a surface without requiring any horizontal movement of themovable object 700 (e.g., without traveling down a runway). Optionally,the propulsion mechanisms 706 can be operable to permit the movableobject 700 to hover in the air at a specified position and/ororientation. One or more of the propulsion mechanisms 700 may becontrolled independently of the other propulsion mechanisms.Alternatively, the propulsion mechanisms 700 can be configured to becontrolled simultaneously. For example, the movable object 700 can havemultiple horizontally oriented rotors that can provide lift and/orthrust to the movable object. The multiple horizontally oriented rotorscan be actuated to provide vertical takeoff, vertical landing, andhovering capabilities to the movable object 700. In some embodiments,one or more of the horizontally oriented rotors may spin in a clockwisedirection, while one or more of the horizontally rotors may spin in acounterclockwise direction. For example, the number of clockwise rotorsmay be equal to the number of counterclockwise rotors. The rotation rateof each of the horizontally oriented rotors can be varied independentlyin order to control the lift and/or thrust produced by each rotor, andthereby adjust the spatial disposition, velocity, and/or acceleration ofthe movable object 700 (e.g., with respect to up to three degrees oftranslation and up to three degrees of rotation).

The sensing system 708 can include one or more sensors that may sensethe spatial disposition, velocity, and/or acceleration of the movableobject 700 (e.g., with respect to up to three degrees of translation andup to three degrees of rotation). The one or more sensors can includeglobal positioning system (GPS) sensors, motion sensors, inertialsensors, proximity sensors, or image sensors. The sensing data providedby the sensing system 708 can be used to control the spatialdisposition, velocity, and/or orientation of the movable object 700(e.g., using a suitable processing unit and/or control module, asdescribed below). Alternatively, the sensing system 708 can be used toprovide data regarding the environment surrounding the movable object,such as weather conditions, proximity to potential obstacles, locationof geographical features, location of manmade structures, and the like.The sensing system data may be useful in determining conditions underwhich to deploy one or more airbags of the movable object.

The communication system 710 enables communication with terminal 712having a communication system 714 via wireless signals 716. Thecommunication systems 710, 714 may include any number of transmitters,receivers, and/or transceivers suitable for wireless communication. Thecommunication may be one-way communication, such that data can betransmitted in only one direction. For example, one-way communicationmay involve only the movable object 700 transmitting data to theterminal 712, or vice-versa. The data may be transmitted from one ormore transmitters of the communication system 710 to one or morereceivers of the communication system 712, or vice-versa. Alternatively,the communication may be two-way communication, such that data can betransmitted in both directions between the movable object 700 and theterminal 712. The two-way communication can involve transmitting datafrom one or more transmitters of the communication system 710 to one ormore receivers of the communication system 714, and vice-versa.

In some embodiments, the terminal 712 can provide control data to one ormore of the movable object 700, carrier 702, and payload 704 and receiveinformation from one or more of the movable object 700, carrier 702, andpayload 704 (e.g., position and/or motion information of the movableobject, carrier or payload; data sensed by the payload such as imagedata captured by a payload camera). In some instances, control data fromthe terminal may include instructions for relative positions, movements,actuations, or controls of the movable object, carrier and/or payload.For example, the control data may result in a modification of thelocation and/or orientation of the movable object (e.g., via control ofthe propulsion mechanisms 706), or a movement of the payload withrespect to the movable object (e.g., via control of the carrier 702).The control data from the terminal may result in control of the payload,such as control of the operation of a camera or other image capturingdevice (e.g., taking still or moving pictures, zooming in or out,turning on or off, switching imaging modes, change image resolution,changing focus, changing depth of field, changing exposure time,changing viewing angle or field of view). In some instances, thecommunications from the movable object, carrier and/or payload mayinclude information from one or more sensors (e.g., of the sensingsystem 708 or of the payload 704). The communications may include sensedinformation from one or more different types of sensors (e.g., GPSsensors, motion sensors, inertial sensor, proximity sensors, or imagesensors). Such information may pertain to the position (e.g., location,orientation), movement, or acceleration of the movable object, carrierand/or payload. Such information from a payload may include datacaptured by the payload or a sensed state of the payload. The controldata provided transmitted by the terminal 712 can be configured tocontrol a state of one or more of the movable object 700, carrier 702,or payload 704. Alternatively or in combination, the carrier 702 andpayload 704 can also each include a communication module configured tocommunicate with terminal 712, such that the terminal can communicatewith and control each of the movable object 700, carrier 702, andpayload 704 independently.

In some embodiments, the movable object 700 can be configured tocommunicate with another remote device in addition to the terminal 712,or instead of the terminal 712. The terminal 712 may also be configuredto communicate with another remote device as well as the movable object700. For example, the movable object 700 and/or terminal 712 maycommunicate with another movable object, or a carrier or payload ofanother movable object. When desired, the remote device may be a secondterminal or other computing device (e.g., computer, laptop, tablet,smartphone, or other mobile device). The remote device can be configuredto transmit data to the movable object 700, receive data from themovable object 700, transmit data to the terminal 712, and/or receivedata from the terminal 712. Optionally, the remote device can beconnected to the Internet or other telecommunications network, such thatdata received from the movable object 700 and/or terminal 712 can beuploaded to a website or server.

FIG. 8 is a schematic illustration by way of block diagram of a system800 for controlling a movable object, in accordance with embodiments.The system 800 can be used in combination with any suitable embodimentof the systems, devices, and methods disclosed herein. The system 800can include a sensing module 802, processing unit 804, non-transitorycomputer readable medium 806, control module 808, and communicationmodule 810.

The sensing module 802 can utilize different types of sensors thatcollect information relating to the movable objects in different ways.Different types of sensors may sense different types of signals orsignals from different sources. For example, the sensors can includeinertial sensors, GPS sensors, proximity sensors (e.g., lidar), orvision/image sensors (e.g., a camera). The sensing module 802 can beoperatively coupled to a processing unit 804 having a plurality ofprocessors. In some embodiments, the sensing module can be operativelycoupled to a transmission module 812 (e.g., a Wi-Fi image transmissionmodule) configured to directly transmit sensing data to a suitableexternal device or system. For example, the transmission module 812 canbe used to transmit images captured by a camera of the sensing module802 to a remote terminal.

The processing unit 804 can have one or more processors, such as aprogrammable processor (e.g., a central processing unit (CPU)). Theprocessing unit 804 can be operatively coupled to a non-transitorycomputer readable medium 806. The non-transitory computer readablemedium 806 can store logic, code, and/or program instructions executableby the processing unit 804 for performing one or more steps. Thenon-transitory computer readable medium can include one or more memoryunits (e.g., removable media or external storage such as an SD card orrandom access memory (RAM)). In some embodiments, data from the sensingmodule 802 can be directly conveyed to and stored within the memoryunits of the non-transitory computer readable medium 806. The memoryunits of the non-transitory computer readable medium 806 can storelogic, code and/or program instructions executable by the processingunit 804 to perform any suitable embodiment of the methods describedherein. For example, the processing unit 804 can be configured toexecute instructions causing one or more processors of the processingunit 804 to analyze sensing data produced by the sensing module. Thememory units can store sensing data from the sensing module to beprocessed by the processing unit 804. In some embodiments, the memoryunits of the non-transitory computer readable medium 806 can be used tostore the processing results produced by the processing unit 804.

In some embodiments, the processing unit 804 can be operatively coupledto a control module 808 configured to control a state of the movableobject. For example, the control module 808 can be configured to controlthe propulsion mechanisms of the movable object to adjust the spatialdisposition, velocity, and/or acceleration of the movable object withrespect to six degrees of freedom. Alternatively or in combination, thecontrol module 808 can control one or more of a state of a carrier,payload, or sensing module.

The processing unit 804 can be operatively coupled to a communicationmodule 810 configured to transmit and/or receive data from one or moreexternal devices (e.g., a terminal, display device, or other remotecontroller). Any suitable means of communication can be used, such aswired communication or wireless communication. For example, thecommunication module 810 can utilize one or more of local area networks(LAN), wide area networks (WAN), infrared, radio, WiFi, point-to-point(P2P) networks, telecommunication networks, cloud communication, and thelike. Optionally, relay stations, such as towers, satellites, or mobilestations, can be used. Wireless communications can be proximitydependent or proximity independent. In some embodiments, line-of-sightmay or may not be required for communications. The communication module810 can transmit and/or receive one or more of sensing data from thesensing module 802, processing results produced by the processing unit804, predetermined control data, user commands from a terminal or remotecontroller, and the like.

The components of the system 800 can be arranged in any suitableconfiguration. For example, one or more of the components of the system800 can be located on the movable object, carrier, payload, terminal,sensing system, or an additional external device in communication withone or more of the above. Additionally, although FIG. 8 depicts a singleprocessing unit 804 and a single non-transitory computer readable medium806, one of skill in the art would appreciate that this is not intendedto be limiting, and that the system 800 can include a plurality ofprocessing units and/or non-transitory computer readable media. In someembodiments, one or more of the plurality of processing units and/ornon-transitory computer readable media can be situated at differentlocations, such as on the movable object, carrier, payload, terminal,sensing module, additional external device in communication with one ormore of the above, or suitable combinations thereof, such that anysuitable aspect of the processing and/or memory functions performed bythe system 800 can occur at one or more of the aforementioned locations.

While preferred embodiments of the present invention have been shown anddescribed herein, it will be obvious to those skilled in the art thatsuch embodiments are provided by way of example only. Numerousvariations, changes, and substitutions will now occur to those skilledin the art without departing from the invention. It should be understoodthat various alternatives to the embodiments of the invention describedherein may be employed in practicing the invention. It is intended thatthe following claims define the scope of the invention and that methodsand structures within the scope of these claims and their equivalents becovered thereby.

What is claimed is:
 1. An impact protection apparatus for an unmannedaerial vehicle, the apparatus comprising: an inflatable memberconfigured to be coupled to the unmanned aerial vehicle and inflatableto reduce forces experienced by the unmanned aerial vehicle during animpact; a container coupled to the inflatable member, said containercomprising compressed gas; a control mechanism powered by a first powersource separate from a second power source that provides power to theunmanned aerial vehicle, wherein the control mechanism is configured tocause the compressed gas to flow from the container into the inflatablemember in response to a signal indicative of malfunction of the unmannedaerial vehicle; and a deactivatable safety mechanism that, unlessdeactivated, prevents inflation of the inflatable member, wherein thesafety mechanism is deactivated by a safety signal indicating that theunmanned aerial vehicle is airborne.
 2. The impact protection apparatusof claim 1 wherein the compressed gas is carbon dioxide.
 3. The impactprotection apparatus of claim 1 wherein a volume of the container isless than or equal to 0.001 m³.
 4. The impact protection apparatus ofclaim 1 wherein a pressure of the compressed gas when in the containeris greater than or equal to 0.2×10⁶ Pa.
 5. The impact protectionapparatus of claim 1 wherein the control mechanism comprises a valveconfigured to control flow of the compressed gas into the inflatablemember.
 6. The impact protection apparatus of claim 1 wherein thecontrol mechanism comprises an accelerometer configured to detect anacceleration of the unmanned aerial vehicle that is outside apredetermined range and is indicative of the malfunction.
 7. The impactprotection apparatus of claim 6 wherein the accelerometer is configuredto detect an acceleration of the unmanned aerial vehicle indicative ofthe unmanned aerial vehicle being in a free fall condition.
 8. Theimpact protection apparatus of claim 1 wherein the signal indicative ofmalfunction is generated from the unmanned aerial vehicle.
 9. The impactprotection apparatus of claim 1 wherein the signal indicative ofmalfunction is generated from an external device in communication withthe unmanned aerial vehicle.
 10. An unmanned aerial vehicle, the vehiclecomprising: a vehicle body; the impact protection apparatus of claim 1coupled to the vehicle body; and one or more propulsion units coupled tothe vehicle body and configured to propel the vehicle body.
 11. Theaerial vehicle of claim 10, wherein the unmanned aerial vehicle is arotorcraft.
 12. A method for protecting an unmanned aerial vehicle froman impact, the method comprising: providing an inflatable member coupledto the unmanned aerial vehicle; receiving a safety signal indicating theunmanned aerial vehicle is airborne; deactivating, in response to thesafety signal, a deactivatable safety mechanism that, unlessdeactivated, prevents inflation of the inflatable member; causing, inresponse to a signal indicative of malfunction of the unmanned aerialvehicle and by means of a control mechanism powered independently fromthe unmanned aerial vehicle, a compressed gas to flow into theinflatable member; and effecting inflation of the inflatable member bythe flow of the compressed gas to reduce forces experienced by theunmanned aerial vehicle during the impact.
 13. The method of claim 12further comprising powering the control mechanism by a power sourceseparate from that providing power to the one or more propulsion unitsof the unmanned aerial vehicle.
 14. The method of claim 12 furthercomprising powering the control mechanism by a power source separatefrom that providing power to a flight control system of the unmannedaerial vehicle.
 15. The method of claim 12 wherein the control mechanismcomprises an accelerometer configured to detect an acceleration of theunmanned aerial vehicle that is outside a predetermined range and isindicative of the malfunction.
 16. The method of claim 12 furthercomprising detecting, using a motion sensor from an inertial measurementunit, a loss of stability of the unmanned aerial vehicle that isindicative of the malfunction.
 17. The method of claim 12 furthercomprising responding, with aid of the control mechanism, to a loss ofpower of the unmanned aerial vehicle that is indicative of themalfunction.
 18. An impact protection apparatus for an unmanned aerialvehicle, the apparatus comprising: an inflatable member configured to becoupled to the unmanned aerial vehicle, wherein said inflatable memberis inflatable to reduce forces experienced by the unmanned aerialvehicle during an impact; a container coupled to the inflatable member,said container comprising compressed gas; a control mechanism isconfigured to cause the compressed gas to flow from the container intothe inflatable member, in response to a signal indicative of malfunctionof said unmanned aerial vehicle; and a deactivatable safety mechanismthat, unless deactivated, prevents inflation of the inflatable member,wherein the safety mechanism is deactivated by (1) an automatedelectronic signal provided by a flight control system of the unmannedaerial vehicle or (2) an electronic signal from a remote terminalconfigured to accept a user input.
 19. The impact protection apparatusof claim 18 wherein the signal is indicative of malfunction of a memberselected from the group consisting of one or more propulsion units ofthe aerial vehicle, a flight control system of the aerial vehicle, and apower source providing power to the aerial vehicle.
 20. The impactprotection apparatus of claim 18 wherein the safety mechanism comprisesa pin and deactivation of the safety mechanism comprises removal of thepin.
 21. The impact protection apparatus of claim 20 wherein the pin isconfigured to be removed by a user prior to operation of the unmannedaerial vehicle.
 22. The impact protection apparatus of claim 18 whereinthe safety mechanism is deactivated by a safety signal indicating thatthe unmanned aerial vehicle is in operation.
 23. The impact protectionapparatus of claim 22 wherein the safety signal is provided by a flightcontrol system of the unmanned aerial vehicle.
 24. An unmanned aerialvehicle, the vehicle comprising: a vehicle body; the impact protectionapparatus of claim 18 coupled to the vehicle body; and one or morepropulsion units coupled to the vehicle body and configured to propelthe vehicle body.
 25. A method for protecting an unmanned aerial vehiclefrom an impact, the method comprising: providing an inflatable membercoupled to the unmanned aerial vehicle; receiving a safety signal from(1) a flight control system of the unmanned aerial vehicle or (2) aremote terminal configured to accept a user input; deactivating, inresponse to the safety signal, a deactivatable safety mechanism that,unless deactivated, prevents inflation of the inflatable member;causing, in response to a signal indicative of a malfunction of theaerial vehicle, a compressed gas to flow from said container into theinflatable member; and effecting inflation of the inflatable member bythe flow of the compressed gas to reduce forces experienced by theunmanned aerial vehicle during the impact.
 26. The method of claim 25wherein the compressed gas is caused to flow using a valve.
 27. Themethod of claim 26 further comprising powering the valve by a powersource separate from that providing power to one or more propulsionunits of the unmanned aerial vehicle.
 28. The method of claim 26 furthercomprising powering the valve by a power source separate from thatproviding power to a flight control system of the aerial vehicle. 29.The method of claim 25 wherein the safety mechanism comprises a pin anddeactivation of the safety mechanism comprises removal of the pin. 30.The method of claim 29 further comprising removing the pin by a userprior to operation of the unmanned aerial vehicle.